The A20 engine was the last engine series made by Honda to use an iron block. From 1990 onwards, all Honda engines have an aluminum block and cylinder head.

The B-series Honda DOHC engines are the most popular and well known of the Honda engines. They are good performers from the factory, some models having a redline over 8,000 rpm, and accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC. The B series also comes in 1.5 litre with SOHC in asian countries with and without VTEC. Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold. Newer B series engines with SOHC come with lean burn and stratified charge engines are being developed.

Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.

There were 2 versions of the B20A

The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 Hp and 140 lb/ft Torque.

There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.

The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to it’s ultra-low hoodline which Honda dubs the “engineless design”.The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves whereas the B21A1 had some special material.

The B21A1 was basically a re-worked B20A5 with an increase in bore to 83mm. The external block dimensions had to stay identical to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (Fiber Reinforced Metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that is tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.

C20AThe SOHC C20A is a 2.0 L version, producing 145 hp (108 kW). This was the first Honda V6 engine.

An advanced version of this engine exists, campaigning in the SuperGT racing series in Japan (see All Japan Grand Touring Car Championship) by the factory-supported Team Honda Racing group in highly modified GT-spec NSXs. This engine has various upgrades and modifications by M-TEC (formerly Mugen) and is the first turbo-charged Honda engine used in the series (prior to 2003, the GT-spec NSXs used a highly advanced, naturally-aspirated variant of the C32B engine). Though the exact performance figures are kept secret, it’s rumored to output more than 500 bhp.

The Honda D engine is used in a variety of compact Honda models, most commonly the Honda Civic, but also used in the Integra, Logo, CRX, Stream and others. Displacement ranges between 1.2 L and 1.7 L and it’s available in SOHC and DOHC versions, with and without VTEC. Power range started from 62 hp (currently the smallest engine uses a 1.4 L 90 hp engine) to 135 hp. It was introduced in 1986 and ended production in 2005 with the introduction of the 8th generation Honda Civic.

Hot-rodding the D seriesAlthough the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine will not survive as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, much more robust, and much much more expensive B-series; the Achilles heel of the D-series seems to be the connecting rods, which will withstand a substantial and noticeable increase in power up to a certain point, but will break if that limit is exceeded. Of course, the connecting rods and other internal parts can be replaced with more durable aftermarket parts which will survive almost any amount of power desired, but once that level of cost and labor is reached, a simple swap to a B-series usually seems more cost-effective, in the absence of any compelling reason to remain with the D-series.EBThe EB series displaced 1.2 L (1170 cc) and was an SOHC 8-valve design with a 2 barrel carburetor. Output for the EB1 was 50 hp (37 kW) @ 5000 rpm and 59 ft.lbf (80 Nm) @ 3000 rpm, and this was up to 63 hp (47 kW) @ 5000 rpm and 77 ft.lbf (104 Nm) @ 3000 rpm for the EB2 and EB3.

EW11984-1985 Honda Civic/CRX DX(unlabeled)1984-1986 Honda CivicEW31985- Honda Civic/CRX SiEW41985-1987 Honda CRX Si1986-1987 Honda Civic SiThe Honda F-Series engine is Honda’s “big block” SOHC inline four, though limited production DOHC versions of the F-series were built. It features an Aluminum open deck cast iron sleeved block and Aluminum/Magnesium cylinder head. It is somewhat related to the F20C/F22C found in the Honda S2000; but only in the basic operations. The F22A series are designated for the Single Overhead Cam Series and are very much the basis for design in the SOHC Mitsubishi Lancers. F22B series feature twin cams; and bears more power and control of intake and exhaust timing, at the cost of approx. 50 more pounds (20 kg) of weight at the front of the vehicle. Honda’s F22 Engine won a spot on the first Ward’s 10 Best Engines List in 1995. The F22 also won again the following year in 1996.

All listed above are Single Overhead Camshaft [NON-VTEC] controlling intake and exhaust, for the most part having interchangeable parts

It has been pointed out on one particular internet forum dedicated to the 4th generation Accord that all Honda engines from 1990 onwards are constructed of aluminum alloy in both the head and block. The last Honda engine to use an iron block was the Honda A engine.

The following list of F22B Engines are [VTEC] and [NON-VTEC] SOHC Engines found in the 1994-1997 Honda Accord, 1995-1997 Honda Odyssey, and 1997 Acura CL.

F22B6 1995-1997 VTEC Odyssey, 2.2 liter (2156 cm³), MPFI fuel system, 145 hp (108 kW) @ 5500 rpm, 147 lbf·ft (199 N·m) @ 4500 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.The Honda F20C and F22C engine is unrelated to the F-series found in the Honda Accord. It shares many properties with the K-series, and it is said (but yet unconfirmed) that the cylinder heads from the K-series and the F20C S2000 engine are interchangeable. It is the only Honda engine that is designed to sit longitudinally for rear wheel drive.

The F20C was designed with high maximum RPM in mind, for increased power output; redline is at 8900 rpm, with VTEC engagement at 6000 rpm. Power output is 240 hp ECE (176 kW) at 8300 rpm in Europe or 240 hp SAE (179 kW) at 8300 rpm in North America. The Japanese version, which has a higher compression ratio, is capable of 250 hp JIS (184 kW) at 8300 rpm. Honda’s F20C Engine won a spot on Ward’s 10 Best Engines List two times, in 2000 and 2001.

The engine displaces 1997 cubic centimeters, lending to the Honda S2000’s name (1997 rounded to 2000). This method of naming follows suit with the rest of the Honda S-series.

The F20C’s bore is 87 mm and stroke is 84 mm.

Applications:

2000-2003 Honda S2000 (North America)2000-2005 Honda S2000 (Japan)[edit]F22C1The F20C was stroked (to 90.7 mm) to bring displacement to 2.2 L, originally designed for the North American market. Displacement was increased in order to increase low-end torque. Redline was reduced to 8000 rpm and power output is rated identical to the F20C, though unoffical dynamometer tests show a slight increase. Despite the displacement increase, the car the F22C1 was mated to still retained the name of S2000. In 2006, the engine fully replaced F20 engines in the Japanese market as well, taming rumors that Honda was interested in a dual-engine option, or that the torque/redline tradeoff was only intended for the North American market.

Applications:

2004-2006 Honda S2000 (North America)2006 Honda S2000 (Japan)

Honda H engine

Originally found in the fourth generation, the 1992 Honda Prelude Si came equipped with the H23. A 2.3 liter inline four cylinder producing 160hp. In 1993 Honda released the H22a1 in the Honda Prelude VTEC model. This version on the H series carried Honda’s DOHC VTEC system producing 190hp. Also found in the 5th generation of Honda Preludes, the H22 VTEC motor is very potent. This little 2.2 L (2157 cm³) motor puts out 200 hp (149 kW) and 156 lbf·ft (212 kN) of torque. Although this is a very strong base, it has never had the popularity that its slightly smaller 4 cylinder cousins have had. This unpopularity is especially true in the racing world. The H22 motor finished production in 2001.J25The J25A was the first J-series engine produced. It was only used in the export-model Inspire/Saber models, however. The J25A displaced 2.5 L and was an SOHC VTEC design. Output was 192 hp.

J25A1996 Honda Inspire1996 Honda Saber[edit]J30The J30 displaces 3.0 L and is an SOHC VTEC design. Output for the J30A1 was 200 hp (149 kW) and 195 lbf·ft (264 N·m) of torque. The J30A4 pushed output to 240 hp (179 kW) and 212 lbf·ft (287 N·m) using a three-way VTEC system, higher (10:1) compression ratio, and a novel exhaust manifold cast as one piece with the cylinder head. This version was on the Ward’s 10 Best Engines list for 2003 and 2004. The IMA hybrid version was on the list for 2005.